Roller type overrunning clutch



Feb. 28, 1950 T. IAVELLI l v 2,498,856

ROLLER TYPE O VEBRUNNING CLUTCH med uarcn 14, 194s 2 sheets-sheet 1 -zwa ,u

L --A /a e 20 A! Feb. 28, 19.50 T. IAVELLI acum TYPE ovmzunmnc cLU'rcH 2 Sheets-Sheet 2 Filed latch 14, 1945 INVENTOR. 722Mo Ia VeZZZ,

Patented Feb. 28, 1950 v ROLLER TYPE OVERBUNNING CLUTCH 'reno raum, Derma, Mich., signor :0cm-1er Corporation, Highland Park, Mich., a corporation of Delaware Application March 14, 1945, Serial No. 582.671

I 1l Claims.

This invention relates topower transmissions and refers more particularly to improvements in transmissions of the type adapted to transmit power from the engines to the driving wheels of motor vehicles although in its broader aspects the invention may be used to advantage wherever transmission controls of the general type illustrated are employed.

My invention is particularly directed to improvements in transmissions of the type employing an overrunning clutch and is primarily directed to improved means for rendering the overrunning clutch inoperative under certain conditions. Such general arrangements have been heretofore proposed but are not entirely satisfactory owing to tendencies for binding, excessive wear, and breakage, to occur in the control parts. Practical limitations of space and cost intensify the problems involved as the overrunning clutches are usually nested in close association with other parts and it has been a problem to provide control mechanism of a fully satisfactory character from the standpoints of function, cost, and durability.

It is an object of my invention to provide an improved transmission control which overcomes the aforesaid objections and wherein theoverrunning clutch control partsare constructed and arranged for improved operation, having more direct thrust applications of the control parts, more positive action free from objectionable binding and wear of parts, and being readily adaptable within the space and cost limitations usually experienced.

Another object is to provide an overrunning -clutch control embodying means for imposing an abruptly applied force or hammer-like blow on the cage such that initiation of the cage movement will be assured even though the friction drive elements or other parts tend to stick and thus resist the desired controlling movement of the cage as is sometimes experienced during cold weather operations or because of slight misalignments, wear, or other causes.

A further object is to provide an overrunning clutch control operated in improved manner by a shiftable transmission speed ratio control element so arranged that the overrunning clutch is automatically rendered inoperative or the rollers or other friction elements of the overrunning clutch held in a neutral position in response to predetermined shiftof the shiftable transmission control element preferably so arranged that the shiftable element is under blocked synchronized control for obtaining the aforesaid hammer blow 2liA 2 on the cage after the shiftable element moves in engaging direction beyond its position of initial blocking.

In carrying out the objects of my invention, I have provided a novel arrangement of cooperating camming parts on the cage and cage operating structure in association with improved biasing means for the cage and support for the cage operating structure as more particularly hereinafter described and claimed, reference being had to the accompanying drawings which are illustrative of one embodiment of my invention and in which:

Fig. 1 is a sectional elevational view showing my invention applied to a transmission change speed gearing.

Fig. 2 is a detail sectional elevational view as indicated by line 2 2 of Fig. 1.

Fig. 3 is a plan view of the overrunning clutch and cage operating structure of Fig. 1.

Fig. 4 is a detail sectional elevational view through the overrunning clutch friction elements as indicated by line 4 4 of Fig. 1. l

Fig. 5 is a sectional elevational view as indicated by line 5-5 of Fig. 1.

Fig. 6 is a fragmentary sectional elevational view of the blocker clutch control as shown in Fig. 1.

Fig. 7 is adevelopment plan view indicated by line '|-1 of Fig. 6 illustrating the clutch sleeve in fully released position and the blocker leading the sleeve.

Fig. 8 is a similar view illustrating the clutch sleeve in drive blocked position.

Fig. 9 is a similar view illustrating the clutch sleeve passing through the blocker preparatory to clutching engagement with the driving gear.

Fig. 10 is a similar view illustrating the clutch sleeve fully clutched with the driving gear.

Fig. 11 is a similar view illustrating the blocker lagging the sleeve in coast blocking relationship with respect to the sleeve. f

In the drawings I have illustrated my invention as applied to a transmission of the type illustrated in the co-pending application of Carl A. Neracher et al., Serial No. 335,310, filed May 15, 1940, now Patent Number 2,455,943. I have illustrated only such portions of the disclosure in said co-pending application as may be necessary to an understanding of my invention, it being understood that my invention is of general lapplication to a variety of types and arrangements of transmissions and drive mechanisms wherein control of overrunning clutches is desired.

A portion ofthe transmission is illustrated at f A and comprises an input or driving shaft I0, which receives drive from the usual engine. and an output or driven shaft II which is adapted to transmit drive to the vehicle ground wheels in the well known manner. The driving shaft III carries the driving gear or pinion I2 and a set of positive jaw-type clutch teeth I8 adapted to be interengaged with a set of jaw-type clutch teeth carried by a clutch sleeve B. The teeth of sleeve B are alternately cut back to provide relatively long teeth I4 and short teeth I5 alternate adjacent pairs being bridged together as shown in Fig. 7.

Sleeve B is slidably splined at its non-bridged teeth I4, I5 on the axially ilxed teeth I6 of a hub I1 carried by the driven gear I8 which is rotatably journalled on the driven shaft II and adapted to be clutched thereto. The forward shift of sleeve B for clutching with teeth I8 is controlled by a blocker C whereby such clutching is limited to synchronous relationship in the speeds of rotation of gears I2 and I8 and. in the particular transmission illustrated, limited to engine coast conditions. When sleeve B is clutched with teeth I3, then the gears I2 and I8 are in two-way direct drive relationship for a` 1 to 1 speed ratio drive therebetween.

Gear I6 is also adapted to be driven from gear I2 at a speed ratio different from 1 to 1 and to this end I have shown a countershaft type oneway reduction driving means between these gears. This drive comprises the coaxially rotatable countershaft gears I9 and 20 respectivelyin constant mesh with gears I2 and I8 and having an overrunning clutch D operably interposed therein. A stationarily mounted shaft ZI provides a journal support for the countershaft gears. Assuming the usual clockwise rotation of shaft III, as viewed when looking from front to rear of Fig. 1, then overrunning clutch D will automatically clutch gears I9 and 20 together when gear I9 is driven counterclockwise at a speed tending to exceed that of gear and automatically release the drive between these gears to allow gear I9 to freely slow down below the speed ofgear 20.

As thus far described it will be apparent that with the parts arranged as in Fig. 1, drive `of shaft Ill will cause the output gear I8 to be driven at a reduction drive through gears I2, I9, overrunning clutch D, and gear 2li. Should the sleeve B be biased forwardly during this reduction drive, blocker C will obstruct sleeve B in an intermediate position of its shift preventwardly to clutch with teeth I3 under synchronous conditions to provide the direct drive, clutch D continuing its overrunning operation. Upon return of sleeve B to its disengaged Fig. 1 position followed by speeding up the engine overrunning clutch D will automatically engage to restore the reduction drive.

Referring particulars' to Figs. s to 11, blocker C is under constant bias by a spring 22 of very light compression to cause the blocker to frictionally engage the cone portion 23 of gear I2 whereby the blocker attempts to assume the speed of gear I2 within the limits allowed by a lost motion "clocking connection with hub Il provided by the engagement of blocker drive lug 24 in a recess |26 of hub I'I. The blocker has blocking teeth 26 engageable with the teeth of 5 sleeve B to perform the blocking function.

In Fig. "l the sleeve B is in its initial released position of Fig. 6 and the engine is driving gear I8 through the reduction drive thuscausing gear I2 to rotate faster than gear I8. Blocker C is frictionally moved to one end of recess 25, leading the sleeve B. s In Fig. 8 the sleeve is shown biased forwardly to its intermediate blocked position during the Fig. 'I condition of drive through the overrun-- vided for biasing the sleeve B as, for example,

some form of servo-motor energized .under vehicle speed responsive control as disclosed in said co-pending Neracher et al. application Serial No. 335,310, or the sleeve B may be biased manually. In Fig. 8 the drive lug 24 is in the position of leading the gear- I8 as in Fig. 'I because gear I2 is rotating faster than gear I8. Short teeth I5 now engage the blocker teeth 26 thus block-A ing sleeve B against further forward movement and long teeth -I4 are extended between adjacent Iblocker teeth 26 but there is no ratcheting of the teeth of sleeve B with teeth I8. This is the condition known as drive block oi' the sleeve B preparatory t0 clutching sleeve B with teeth I8 and may be maintained as long as desired simply 'by maintaining the speed of gear I2 faster th that of gear I8.

If now the iver releases the accelerator pedal then the`ge I2 will begin to drop in speed and clutch D will overrun allowing gears I8 and 20 to maintain their speeds. As the speed of gear I2 falls off to approach the speedY of gear I8-, blocker C will be finally moved by its friction 40 connection at 23 and Figi 9 illustrates thiscondition at the time when gear I2 has dropped to substantially the speed of gear I8 causing the blocker teeth 26 to slide off the ends of the short teeth I5 whereupon the sustained forward bias 4l on sleeve B causes pairs of the teeth I4, I5 to` move forwardly between the spaces between adjacent blocker teeth 26 and nally to interengage with clutch teeth I3 as shown in Fig. 10. Thus clutching of sleeve B is effected under blocker control during engine coast from a condition of drive block, such clutching protecting the mechanism against clutching under engine torque and insuring smooth clutching.

Fig. 11 illustrates the condition of coast block 55 from whichv clutching of sleeve B is prevented without first establishing the drive block condition. In Fig. 11 the sleeve B has been biased forwardly while the gear I2 is rotating at a speed less than that of gear I8. This condition may be l0 experienced where, for example, wit-h the accelerator pedal released for engine idling, the vehicle accelerates from rest down a hill until the vehicle speed or other controlling instrumentality effects forward bias of sleeve B. Blocker .I C lags gear I8, the drive lug 24 being positioned at the end of recess 25 opposite to that shown in Figs. 'I and 8. Now the long teeth I4 engage the blocker teeth 26 holding the sleeve B blocked. If now the engine is accelerated by depressing the accelerator, gear I2 speeds up and in approach-f ing the speed of gear I8 causes blocker teeth-26 to be rotated clockwise with gear I2 so as to slide oif the ends of long teeth I4. Owing to the difference in the lengths of teeth I4 and I5 and 76 because of the rotation of gear I2 faster than ning clutch D. Any suitable means may be pro-` l accepte l l gear I3, the sleeve B will not pass throughthe blocker teeth 23 as the ends of the short teeth Il will engage the blocker teeth. Thus, in effect, the blocker teeth Jump the gap between the long and short teeth and the parts become positioned in the Fig. 8 drive block relationship withtlie engine picking up the reduction drive through\ thel overrunning clutch D. Then if the accelerator pedal is released for the coast, sleeve B will become clutched as progressively illustrated in Figs. 9 and 10 as aforesaid.

Overrunning clutch D comprises a plurality of friction drive elements of any suitable type such as the cylindrical rollers |21 held in circumferentially spaced relationship by location in the recesses 23 in the cylindrical body portion 29 of a cage E. Rollers 21 frictionally act between the internal cylindrical surface 39 of the hub 3| of gear I9 and the cams 32. These cams are formed on the hub structure 33 drivlngly connected with gear 20, preferably as an extension part thereof, the hub portion 33 being disposed concentrically within the cage E. Where the helical gears I2 and I9 are so arranged as to produce'forward thrust at gear I9, an assembly of thrust and gear journalling rings and retainers therefor may be provided at F between the hub portion 33 and the opening within the hollow gear I9 as shown in Fig. 1.

The cage E has its body portion 29 formed with a plurality of circumferentially spaced rearwardly projecting extensions 34 each formed with a cam face 35 formed at an angle with the common axis of rotation of gears I9 and 20. A cage operating structure G provides an operating connection between sleeve B and cage E and comprises an annular ring portion 36 formed with an outwardly extending annular flange 31 which projects into the annular shift groove 33 of sleeve B, this groove being defined between the bounding sleeve flanges or wall portions 39 and 40. The arrangement is such that a lost-motion operating connection is provided between flange 31 and the sleeve flanges When the parts are positioned as in Fig. 1 the flange 31 is spaced from sleeve operating ilange 39 and when the sleeve B moves forwardly to its intermediate drive block position of Fig. 8, shown in Fig. 1 by the construction line B', a substantial portion of this clearance space remains between flanges 39 and 31 so that there is no tendency to thrust the ange 31 forwardly until after the sleeve B has been unblocked and is moving forwardly for clutching with teeth I3. Furthermore this clearance space provides for a hammer-like blow from sleeve B to the cage operating structure G so as to expedite the initiation of the cage camming. This is especially beneficial in overcoming any sticking tendency at the rollers 21 and in overcoming static friction and oil drag on the parts especially in cold Weather.

The ring portion 36 is slidably journalled on the hub portion 4I adjacent and drivingly connected to gear 20, this hub portion having the axially extending grooves 42 slidably receiving the thrusttransmitting projecting portions 43 of the cage operating structure G. These projections 43 extend for operation between adjacent circumferentially spaced cage projections 34 and are provided with cam faces 44 complementary and parallel to cam faces 35. A small clearance is initially provided between cam faces 35 and 44 so that, with the overrunning clutch D engaged, these faces will not engage one another and will be spaced suiliciently to maintain this relationship for normal slight wear of cams 32 and for' manufacturing tolerances. i

The portions 33 and 43 are shown as separate pieces secured together to form a single rigid structure by the rivets 45, such arrangement facilitating the manufacture and assembly of the ca ge operating structure G although, if desired,

this structure may be formed as a single metal piece with tli'e sleeve-engaged portion 31 and the l0 cage-operating cammed portions 44.

I have provided novel biasing means. for yieldingly urging the cage E rotatably in va clockwise direction, as viewed in Figs. 2 and 4, for positioning rollers 21 in clutching position. The hub portion 33 is provided with circumferentially spaced recesses 46 for receiving a cage projection 41. The hub portion- 33 is also formed with circumferentially spaced spring pockets 43 respectively openingoutwardly at the recesses 46 and each seating one end of a coil spring 43, the other end of which extends into a recess 43 and seats against a surface 50 normal to the axis of the associated coil spring. If desired, the projections 34 and 41 may be combined such that each cage projection 2lihas a cam face 35 and is also biased by a spring 49`as will be readily understood.

When the structure G is thrust forwardly, as by sleeve B, thenthe cam faces 44 cooperate with the cam faces 33 of cage E to rotatably operate vthe cage in the direction` opposite to that effected by the biasing springs`43"thereby-holding the rollers 21 away from cams 32 andinaintaining the overrunning clutch D in neutralor against engaging at least insofar as the drive at cams 32 is concerned. Among other things, my invention insures against any tendency for the transmission to undesirably lock-up with'a double drive and avoids an uncontrolled no-back which is sometimes experienced in the type of transmission .illustrated when sleeve B fails to properly move rearwardly in bringing the car to rest on an upgrade or when the front bumper or tires place a.

rearward bias on the vehicle as a whole.

My invention provides an arrangement of direct thrust transmission in an improved manner from sleeve B to cage E and is capable of installation in assemblies where it is desired to maintain the gears closely adjacent each other. My arrangement of biasing springs 49 for cage E provides for 50 an assembly of improved compactness and permits use of any desired number of springs acting directly o'n the cage and, if desired, the axis of these springs and recesses 48 may be inclined more in the direction of rotational bias of cage E although with the illustrated amount of offset of the springs froml the cage center I have obtained the functional results desired.

In my copending divisional application Serial No. 696,703, filed September 13, 1946, now Patent 30 Number 2,453,794, I have included claims directed to my transmission control mechanism, retaining in the subject application claims directed more particularly to my overrunning clutch mechanism.

I claim:

1. In a transmission, a rotatable driving element: a rotatable driven element coaxial with the driving element: one-wav drive means operably connecting said elements comprising overrunning clutch means adapted to permit said driven element to overrun said driving clement,

`said overrunning clutch means comprising a plurality of friction driving elements and a cage therefor; means operating through a point on 5 said cage at a predetermined radial distance from 7 said coaxis to rotatably bias said cage about the axis of said elements and in a direction for :noving said-friction elements into positions effecting one-way friction drive connection of said elements; a cage operating structure comprising a first portion thereof adapted to receive thrust for effecting shift of said cage operating structure in the direction of the axis of said elements and a second portion thereof formed with a cam face; said cage having an integral portion rotatable directly therewith and formed with a cam face adapted for engagement by the aforesaid cam face; transmission change speed means comprising an element shiftable from a first position thereof to a second position, said first portion of said cage operating structure being disposed in the path of movement of said shiftable element and spaced from said shiftable element when the latter is in its said first position such that when said shiftable element moves from its said first position to its said second position then said shiftable element will, with both an impact and motion sustaining action, strike said first portion of said cage operating structure and eiect thrusting shift thereof as aforesaid thereby to cause sliding engagement of said cam faces to effect rotation of said cage relative to said cage operating structure in a direction opposite to that effected by said biasing means thereby moving said friction elements into positions for preventing establishment of said one-way drive connection, the effective tangential component of the force existing between said sliding cam faces acting at a point removed at least said predetermined radial distance from said coaxis thereby being afforded an advantageous moment arm for maximum utility of said impact and motion sustaining action in overcoming resistance such as includes the opposing torque exerted by said biasing means.

2. In a transmission, a rotatable driving element; a rotatable driven element coaxial with the driving element; one-way drive means operably connecting said elements comprising overrunning clutch means adapted to permit said driven element to overrun said driving element, said overrunning clutch means comprising a plurality of friction driving elements and a cage therefor; means operating to rotatably bias said cage about the axis of said elements and in a direction for moving said friction elements into positions effecting one-way friction drive connection of said elements; said cage comprising a cylindrical body having a plurality of axially projecting portions at either end, said portions being arranged in annuli of substantially the same mean radius as the body and being circumferentially spaced so as to define radial slots at one end and radial spaces at the other end, the radial slots at said one end receiving said friction driving elements-and the portions at said other end presenting bias abutment means whereby said biasing means may cooperatingly transmit its thrust to the cage and friction driving elements;

' a cage operating structure vcomprising a first ating structure having coacting cam faces so constructed and arranged that, when said cage operating structure is shifted as aforesaid, said cage 8 .will be rotated relative to said cage operating structure in a direction opposite to that 'effected by said biasing means thereby moving said friction elements into positions for preventing establishment of said one-way drive connection.

3. In a. transmission, a rotatable driving element; a rotatable driven element coaxial with the driving element; one-way drive means operably connecting said elements comprising overrunning clutch means adapted to permit said driven element to overrun said driving element, said overrunning clutch means comprising a plurality of friction driving elements and a cage therefor; said cage comprising a cylindrical body having a plurality of axially projecting portions at either end thereof, said portions being arranged in annuli of substantially the same mean radius as said body and vbeing circumferentially spaced such that a certain lateral face of any projection and the opposed lateral face of the circumferentially next projection defines an intervening radial gap; said one-way drive means further comprising a rotatable hub structure drivingly connected with said driven element and having a portion thereof disposed concentrically within said cage and forming a bottom for each radial gap; biasing means comprising a plurality of compression springs spaced from each other about the axis of said elements and so disposed that one end of each spring is seated on the bottom forming portion of said hub structure and the other end of each spring thrusts on said certain lateral face of an individual one of said projections so as to rotatably bias said cage about the axis of said elements in a direction for moving said friction elements into positions effecting one-way friction drive connection of said elements; a cage operating structure comprising a first portion thereof adapted to receive thrust for eecting shift of said cage operating structure in the direction of the axis of said elements and a second portion thereof formed with a cam face; said opposed lateral face of at least one of said projections having an area presenting a cam face adapted for engagement by the aforesaid cam face; and means for shifting said cageoperating structure as aforesaid to cause the cam face of said cage operating structure to slidably engage the cam face of said cage to effect rotation of said cage relative to said cage operating structure in a direction opposite to that effected by said biasing means thereby moving said friction elements into positions for preventing establishment of said one-way drive connection.

4. In a transmission according to claim 3, said rotatable hub structure having a second portion thereof disposed concentrically within said cage operating structure and providing an axially splined support for slidably mounting said cage operating structure, said rst named portion of the hub structure being of a girth such as permits free axial passage slidably thereover by the cage operating structure member and passage thereonto by the cage member, and having thrust means removably associated with an end thereof and preventing reverse passage thereof by said members.

5. In a transmission, a rotatable driving element; a rotatable driven element coaxial with the driving element; one-way drive means operably connecting said elements comprising overrunning clutch means adapted to permit said driven element to overrun said driving element, said overrunning clutch means comprising a plurality of y' einen projections respectively extending into 4said recesses; biasing means comprising a' plurality of coil springs spaced from 'each other about the axisA of said elements and so disposed that one end of each spring is seated on said hub structure and the other end extends into one of said recesses in thrusting relationship with one of said cage projections therebyto rotatably bias said cage about the axis of said elements in a direction for moving said friction elements into positions eifecting one-way friction drive connection of said elements; a cage operating structure comprising a rst portion thereof adapted to receive thrust for effecting yshift of said cage operating structure in the direction of the axis of said elements and a second portion thereof formed with a cam face; said cage having a cam face adapted lfor engagement by the aforesaid cam face, said y c-am faces being so constructed and arranged that, when said cage operating structure is-shifted as aforesaid, said cage will be rotated relative to said cage operating structure in a direction opposite to that effected by said biasing means thereby moving said friction elements into positions for preventing establishment of said one-way drive connection.

6. In an overrunning vclutch control, coaxially seats on said hub structure and extends in common transverse plane angularly outward into one of said recesses for bearing radially oblique upon one of said cage projections thereby torotatably bias said cage about the axis of said elements in a direction for moving said friction elel 4ments into positions effecting one-way friction y ture comprising a rst portion thereof adapted to rotatable'driving and driven gears, said driven gear having a hub portion formed with a guide- Way, overrunning clutch elements between said hub portion and said driving gear operable to,

cage in one direction of rotation tending to position said clutch elements so as to effect said operable connection, a thrust member slidably fitted to said guideway and having a portion cammed for slidably acting on said cammed projection whereby, in response to sliding of the thrust member in said guideway, said cage is cammed rotatably in a direction opposite to that aforesaid, the working surfaces of the camming members having their effective contacting area substantially in longitudinal alignment with and in axial spacing to the interposed clutch elements.

'7. In an overrunning clutch control according to claim 6, an annular collar surrounding said hub portion adjacent said driven gear for imparting thrust to said thrust member, and means structurally connecting said collar and thrust member together.

8. In a transmission, a rotatable driving ele ment; a rotatable driven element coaxial with the -driving element; `one-Way drive means operably tions respectively extending into said recesses;

biasing means comprising a plurality of coil springs spaced from each other about the axis of said elements and so disposed that each spring receive thrust for effecting shift of said cage operating structure in the direction of the axis of said elements and a second portion thereof formed with a cam face; said cage having a cam face adapted for engagement by the aforesaid cam face, said cam faces being so disposed as to lie on the peripheral fringes of and extend radially outside of said toroidal zone thereby being afforded/ both a greater effective momentarm around said coaxis and a tangentially normal line of force application in the torquewise regard to said coil spring thrust, and being so constructed and arranged that, when said cage operating structure is shifted as aforesaid, said cage will be rotated relative to said cage operating structure such as favorably to overcome any resisting thrusts as contributed to by said biasing means thereby moving said friction elements in an `opposite direction -into positions for preventing establishment of said one-way drive connection.

9. In a transmission, a rotatable driving element; a rotatable driven element coaxial with the driving element;n one-way drive means operably connecting said elements comprising overrunning clutch means adapted to permit said driven element to overrun said driving element, said overrunning clutch means comprising a plurality of friction driving elementsand a cage therefor; said cage comprising a cylindrical body having a plurality of axially projecting portions at either such that a certain lateral face of any projection I and the opposed lateral face of the circumferentially next projection defines an intervening radial gap; said one-way drive means further lcomprising a rotatablev hub structure drivinglyY connected with said driven element and having a portion thereof disposed concentrically within said cage and forming a bottom for each radial gap; biasing means comprising` a plurality of compression springs spaced from each other about the axis of said elements and so disposed that one end of each spring is seated on the bottom forming portion of saidhub structure and the other end of each spring thrusts on said cer- 4tain lateral face of an individual one of said projections so as to rotatably bias said cage about the axis of said elements in a direction for moving said friction elements into positions effecting one-way friction drive connection of said elements; a cage. operating structure comprising a first portion thereof adapted to receive thrust for effecting shift of said cage operating structure in the direction of the axis of said elements and a second portion thereof formed with a cam face; said opposed lateral faceof at least one of said projections having an area presenting a cam face adapted for engagement by the aforesaid cam face; the spring thrust effect and the camming effect being limited as to their direct eld of action to the projection containing annulus at one axial end of said cage exclusively, the radial gaps at the other axial end being devoted to the confinement of the friction driving elements individually; and means for shifting said cage operating structure as aforesaid to cause the cam face of said cage operating structure to slidably engage the cam face of said cage to effect rotation of said cage relative to said cage operating structure in a direction opposite to that effected by said biasing means thereby moving said friction elements into positions for preventing establishment of said one-way Vdrive connection.

10. In an overrunning clutch control the combination with coaxially rotatable driving and driven gears, a rotatable hub structure drivingly associated with said driven gear and formed with circumferentially spaced depressed faces along a first and second portion and a guideway along a third portion; overrunning clutch elements between said hub portion and said driving gear operable to connect said gears for a one-way drive;l a cage for said clutch elements comprising` 4a cylindrical body having a plurality of axially projecting portions at either end thereof, said portions defining intervening and circumferentially spaced radial gaps which at one end of the cylindrical body match respectively with the depressed faces of said first hub portion and at the other end with the depressed faces of said second hub portion, said faces thereby affording a depressed chamber oor for each cavity as deiined by the individual gaps; and means biasing said cage in one direction of rotation tending to position said clutch elements so as to effect said operable connection; said cage being so constructed as to have a cam face formed on at least 'one of said projections adjacent said'second vhub portion; of a thrust member slidably fitted to said guideway and having a portion cammed for slidably acting on said cammed projection wherebyin response to sliding of the thrust member in said guideway, said cage is cammed rotatably in a direction opposite to that aforesaid, said clutch elements occupying the individual cavities extending radially outward from the depressed oors of the iirst hub portion.

'11. In an overrunning clutch control the combination with coaxially rotatable driving and driven gears, a rotatable hub structure drivingly associated with said driven gear and formed with circumferentially spaced depressed faces along a first and second portion and a guideway along a third portion; overrunning clutch elements between said hub portion and said driving gear opcage in one direction of rotation tending to position said clutch elements so as to effect said operable connection; said cage being so constructed as to have a cam face formed on at least one of said projections adjacent said second hub portion; of a. thrust member slidably fitted to 'said guideway and having a portion cammed for slidably acting on said cammed projection whereby, in response to sliding of the thrust member in said guideway, said cage is cammed rotatably in a direction opposite to that aforesaid, said clutch elements occupying the individual cavities extending radially outward from the depressed iioors of the first hub portion, said biasing means and thrust member portion being arranged to contribute to the cavity occupation adjunct to the second hub portion; an annular collar surrounding said hub portion adjacent said driven gear for imparting thrust to said thrust member, and means structurally connecting said collar and thrust member together.

l TENO IAVELLI.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 838,024 Hendricks Dec. 11, 1906 1,726,329 Aiken Aug. 27, 1929 1,782,605 Farley Nov. 25, 1930 2,001,668 Maier May 14, 1935 2,068,773 l, Slider 1 Jan. 26, 1937 2,077,253 Nardone Apr. 13, 1937 2,299,739 Colucci Oct. 27, 1942 2,309,864 Patterson Feb. 2, 1943 2,369,848 Patterson Feb. 20, 1945 

